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1 No. 609,660. Patented'Aug. 23, I898.

F. R.-C 0ATES &. 0. M. SHEPARD. smznasncv cnossovan.

(Application filed Jan. 5, 1898. I (No Model.) 2 Sheets-Sheet l.

No. 609,660. Patented Aug. 23, I898. F. n. coATEs & 0. M. SHEPARD.

EMERGENCY CBOSSOVER.

(Apylication filed Jan. 5, 1898. v Model.) 2 Sheets-Sheet 2.

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NlTED STATES PATENT FFIcE.

FRANK R. COATES, OF STAMFORD, CONNECTICUT, AND ORRY M. SHEPARD, OF NEW YORK, N. Y.

EMERGENCY-CROSSOVE'R.

SFECIFICATION forming part of Letters Patent N0. 609,660, dated August 23, 1898.

Application fileddannary 5, 1898. Serial No. 665,621. (No model.) d

To all whom, it may concern:

Be it known that we, FRANK R. COATES, of Stamford,in the county of Fairtield and State of Connecticut, and ORRY M, SHEPARD, of New York city, in the county and State of New York, have invented a new and Improved Emergency-Crossover, of which the following is a full, clear, and exact description.

Our invention relates to an improved construction for emergencycrossovers; and i it consists of certain features which will behereinafter described and claimed.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figures 1 and 2 are plan views showing adjacent sections of our crossover. Fig. 3 is a plan view showing in detail the removable section where the crossover-rails are carried over the permanent rails. Fig. 4is a side elevation of the rails forming this portion of the crossover. Figs. 5 and 6 are cross-sections taken, respectively, upon the lines 5 5 and 6 6 of Fig. 3. Figs. 7 and 8 are a plan view and an elevation of the point-rail which raises the wheels so that their flanges will clear the permanent rail, and Fig. 9 is a cross-section taken upon the line 9 9 of Fig. 7.

Figs. 1 and 2 represent the two rails forming one of the parallel tracks, and the adjacent rail of the other parallel track, Fig. 1, being of a section which at its right end joins with the left end of Fig. 2. The rails A are the rails of one of the permanent tracks, A the adjacent rail of the other permanent track, and the rails 13 those of the crossover. At the point where it is decided to put in the-crossover the two point-rails Z) and D are fastened upon the ties. The rail 5 is one which is beveled at one end similar to the rail used for a split switch, this end being brought to a sharp point, so as to deflect the flanges of the wheels. This rail is secured alongside of the rail A by means of spikes driven into'the ties. The rail D is, however of adifferent construction and is shown in detail in Figs. 7 and 8. In this case a plate C is shaped so that oneedge thereof.

will fit closely against one side of the base of the permanent rail. This plate C is made of a thickness corresponding with the amount of raise necessary to carry the wheel-flanges over the permanent rail.

Secured to the upper surface of the plate C is the point-rail D, which is formed of an ordinary T-rail of the same weight and height as the rails of the permanent track. This rail has its base and web planed away upon a small angle, so that it will fit closely against the side of the rail A, but with the head extending over the top of the rail A. That portion d of the rail-head which extends over the permanent rail is also beveled upon its upper surface, as shown at d so as to form an incline, up which the wheels will rise. The wheels of a train in approaching the crossover will strike these two point-rails, one of them (the rail D) raising the wheels upon that side toward which the train is to be conveyed and the rail 17 carrying the train sidewise. After leaving the end of the plate C the rail is supported for a short distance at the proper elevation by inserting blocks of wood between the rail and the ties or in any suitable or convenient manner. Rails of ordinary construction and of suitable length are connected to these rails, continuing the track on, as shown in the drawings. These rails are secured to the ties by placing spikes therein as far as practicable. hen the rails have reached a point where they get beyond the ends of the ties, they are then supported upon plates G, which are provided at one end with two clamping-plates 9, adapted to engage the upper surface of the rail-loase and secure the rail by means of a bolt passing through these clamping-plates and the plates G.

The plates G areprovided with'a series of holes adapted to receive spikes and are socured against lateral displacement by the insertion of one or more spikes into one of the ties, as shown at G in Fig. 1. These plates G are adapted to rest directly upon the ballast or to be supported in any convenient manner. They hold the track-firmly in place and prevent spea'ding or displacement of any kind which would be liable to cause derailing of the train.

At the point where the rails of the crossover are carried over the permanent rails a removable section E is employed. In order to support this and the connecting-sections of the rails at the proper elevation, plates 0', similar in their function to the plates 0, are employed. These plates and the removable section are shown in detail in Figs. 3 and 4:. The plates 0 are provided with numerous holes 0 adapted to receive spikes, and by means of which the plates are secured upon the ties. Each of these plates is of a somewhat triangular shape, as shown in Fig. 3, one side being shaped to closely fit the parts of the permanent rail and the opposite side extending in the direction of the crossoverrails. To each of these plates is attached a short section B of rail which is permanently secured to the plate. The end of this approaches closely to the permanent rail A, but is at such a distance therefrom as to provide ample room for the passage of the wheelflanges of a wheel traveling upon the permanent rail A.

The section E, which connects the two sections B, is a piece of ordinary T-rail which will snugly fill the gap and has its base or web out out upon a slight angle, so that it will fit closely over the permanent rail A, the central portion E of the head which'has been cut resting upon the top of the rail A. The section E is secured to the sectioiisB by means of a short fish-plate F, which is provided with a slot F of such a length as to include both of the bolts f, which secure the same to the two sections. When it is desired for any purpose to remove the section E, as in the case of a train upon the track containing the rail A, one of the boltsfat each end is removed and the fish-plate slid to one side, so as to clear the joint between the sections. The section E may then be lifted out of its place, which will allow the train to pass. This operation takes but a very short time.

The two point rails should be securely bound to the other by means of a cross connecting-rod H, which is formed in two parts connected by a turnbuckle hand having a hook h at one end, adapted to engage the edge of the plate 0. The rails of the crossover may be connected at any convenient point by means of cross-bars, such as shown at H.

One end of the rod H is secured to the switchpoint b, and the other end is secured to the plate 0 by a pin m, which drops through holes in the hooked end h of the rod and in the plate 0. The plate 0 may be secured to the ties by spiking or be held in place by a small jackknife-switch consisting of the lever J, mounted upon the tie J and connected to the plate 0 by the rodI. The tie J may be readily inserted wherever desired. In many cases it would be unnecessary to have these points movable, but where used in connection with double tracks it would be very desirable. In such cases when a train ap proaches upon the clear track the points D and b are moved so as to leave the permanent track clear and the crossover-sections E removed, and the permanent line is clear for the passage of a train at any speed.

Having thus described our invention, We claim as new and desire to secure by Letters Patent y 1. An emergency-crossover, having one of the point-rails formed of a T-rail having the web and base cut away at one end at an angle so as to fit against the side of the track-rail, and the head extending over the head of the track-rail and beveled to form an incline for raising the wheels so their flanges will clear the track-rail,and a plate fixed to the bottom of said point-rail and extended in the direction of its length and adapted to rest upon the tie and support the point-rail at the proper elevation.

2. An emergency-crossover, having a removable section where the temporary rails cross the permanent track, consisting of a short section of T-rail having the base and web removed so as to fit over the track-rail at the proper angle, and short fish-plates conmeeting the removable section with the ad joining track-sections, such fish-plates having slots of a length to accommodate a bolt in each rail-section.

3. An emergencycrossover,comprising two base-plates adapted to fit against the rail of the permanent track and to support the temporary rails in a raised position, said plates having a series of spike-holes therein and a short section of rail secured to each in the line of the temporary track, and a removable rail-section adapted to connect said rail-sections and carry the wheels over the permanent track, consisting of a short section of T-rail adapted toconnect the sections which are mounted upon the plates and having its base and web cut away to form a diagonal groove adapted to receive the head of the permanent rail, and means for securing said removable rail to the aforesaid short sections.

4. The improvement herein described, comprising the main track and its ties, the crossover fitted over the same at an angle, the temporary rails'extending at an angle to the main track, and the bearing-plates connected at one end to the temporary rails and extended laterally thereto and secured to the ties of the main track, substantially as set forth.

FRANK R. OOATES. ORRY M. SHEPARD.

Witnesses:

EDWARD A. MCETTRICK, J. P. TRACY,

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